18x02 - Volvo Amazon 122

[bunniefuu]

This time, we're taking on one
of the greatest 911s ever built.

This G-body is in rough shape, but has
the potential to be an epic restoration.

Let's make sure we do it right and
end up with a belting driver's car.

We're hoping that with
a few modern upgrades...

I can see the heated element running
all the way through, it's really good.

...we can catapult it
into the 21st century.

It's going to look great and should
really improve the car as well.

And prove that it is
still king of the road.

It's got the power, it's got the
performance, and this is unbelievable.

It's like holding on to a wild beast.

I'm Mike Brewer, and I've been buying
and selling cars for nearly 40 years.

It's rattly, smelly, and
it's blooming brilliant.

Now I've set up shop in Britain's
motoring heritage heartland.

Oh yes!

Along with ex-Formula 1
mechanic, Mark Elvis Priestley.

So that engine management
light never put you off then?

Together, we're going
to buy... Top man!

...and fix up...

Look at the state of it, it's got a
spirit of ecstasy and everything.

...the most iconic and
exciting cars on the market.

Oh mate, I love these things.

Bolt the supercharger to it, and
you end up with a car that does this!

With Elvis' engineering skill...

And there it is, the offending article.

...and my car-dealing clout...

He's going to be over the moon, isn't he?

Elvis better get the posh tools ready.

...we should be able to
make ourselves a tiny profit.

This is my job, and I blooming love it.

Right, I can't contain my excitement.

I've finally done it, I've got a car.

I've been dreaming of
getting into the Wheel

of Dealers workshop
for quite a while now.

Even Harry was smiling this
morning when he'd come to pick it up.

It is the hot ticket in the Porsche world.

A brilliant 1980s, a
G-body, Porsche 911 SC.

It's part of a divorce settlement.

The lady has decided she doesn't want it as
a reminder, and that's where I stepped in.

I got the car for a
reasonable price because it

needs quite a bit of
work to get it over the line.

In fact, it needs a lot of work.

It's in pieces, but I've
snapped it up for just 27 grand.

The G-body was the
second, and if you ask

me or Elvis, the best
generation of the 911.

It marked the debut of
the famous Woutau spoiler,

and enjoyed the longest
production period of any 911.

From 1973 to 1989, Porsche
made nearly 200,000 of these

sports cars, and all out
of their factory in Stuttgart.

But you rarely see one
on the road nowadays.

Why? Because they
become so valuable, people

don't want to risk getting
them out of the garage.

So I've got a plan to do
something different with this one.

What I want to do is
make a proper daily driver.

A car that somebody
can jump in and use on a

daily basis, and not
be frightened to use it.

The only problem I've got is I've
discussed none of this with Elvis.

None of it.

I've got a funny feeling he's going to
be very excited when he sees the car.

And then he's likely to be very angry when
he sees the amount of work in front of him.

Let's find out.

You're here.

Oh mate, good morning, how are you?

I'm alright mate, yeah.

I've had such a good weekend.

Have you been back here?
Look at the smile on your face.

Just been outside unloading
something, I can't wait for you to see it.

Have you bought a car?

I went and bought a car, I just pressed
the button and said yes, we're having it.

Go on then, what is it?

A mid-1980s Porsche 911 3.0-litre SC.

What? I mean, I love it,
amazing car, but everyone loves

it, and that's why the prices
are up there somewhere.

Yes, so the prices have run away
of themselves, so the only way to

get into this market is if you've
jumped in on an abandoned project.

The car's been pulled to pieces.

Okay.

Some of the work's been done,
it's not yet been put back together.

How much have you paid for this?



No way, you can't get one of
those for 27 grand, is it all there?

It's all there, it runs, it drives,
so do you want to see it?

Oh wow.

Car's running and driving, I said it
was in bits, but look at what we got Elvis.

Eh?

It's covered in dirt, I mean
it's obviously been stored

away for a while, but I
think underneath all of

this, I think there's a
good car, isn't there?

I don't know, I mean you
said it was a wreck, but

look at the state of it, I
mean that is a lot of work.

Yeah, easy, I know it's not going
to win any beauty contest right now,

but mate, I only paid 27 grand for it,
so we have got room to manoeuvre.

Think of it like this, you know,
it's the ultimate project car, and

somebody's already started it
for us, they've taken it apart for us,

so we don't have to do
that work, and when we get

it finished and we do a
good job, it'll be amazing.

Yeah, okay, well look, I'm happy to
give it a go obviously, because underneath

it, it is a Porsche, and I know
when it's finished, it will be epic.

But let's not do what everybody
else does in that Porsche world,

let's not over-restore it,
let's make sure we do it right,

and end up with a belt-in driver's
car for somebody to really enjoy.

Look, the big questions are
going to be, have we got everything,

because that's always a worry
when you find a car in this sort of state.

I mean, there's a few things
that might be missing, oh no,

the carpet's there, but I can't
see a windscreen anywhere,

so we might need to get
one of them. I've got a funny

feeling the paintwork
might be alright, you know.

Pasha interior.

Pasha interior, very nice.
When was the last time you

see one of those? On an
SE, I have them for years.

Now, I know that we carry us on
these, it's the front wings, mate,

because I've owned several of these
cars, and this is where they go wrong.

Well, I mean, look,
we could repair it, or we

could just replace it, I
don't know what they cost.

£1600, a wing.

I'll repair it then.

I thought you was going to say that.

Well, this is a 3.0-litre
SE, good, strong

engine, I mean, they
are really bulletproof.

I mean, you haven't even driven this thing
yet, so you don't know how it feels, do we?

I can't drive it, can
I? It's not exactly

road legal, it hasn't
got a windscreen in it.

Saying that, you are a fearless
chap, and we're on private

ground round here, why
don't you take it for a drive?

I mean, yeah, I suppose I could too,
couldn't I? You're not going to come with me?

No, I ain't going to come with you,
there's only one seat in it as well.

Plus, I can get on the phone and
see if I can find a windscreen for it.

But you might actually
find out if there's

anything else wrong
with it at the same time.

Alright, I'll go and grab some goggles.

And I'll jump on the phone.

It might look like a bit of
a wreck, but I'm desperate

to see what this Porsche's
engine is capable of.

Alright, here we go.

Oh, yes!

Oh, that feels good!

Bloody engine feels good,
the experience is pretty awful.

It stops well too.

Although, I have to say, the
brakes on these cars were

always kind of okay, but I
always felt it could be better.

If we're going to make
this a daily driver, I

might think about doing
some work to those as well.

Oh my goodness, I've got flies and
dust and dirt hitting me everywhere.

I'm still loving this,
I've got to be honest.

I'm given that we're doing a
ground-up restoration on this car.

I think I'm going to do
the same with the engine.

I know it's had work and it does
feel good, but it's so easy to drop

out the bottom of these things
that I think that's what I'll do.

Give it a full service myself, because not
only is that going to give me confidence,

but I think it'll add value to the car,
knowing that it's preventative maintenance.

Whoever owns it
next will have a car that

will have many, many
great miles ahead of it.

That was fun.

I'm already in love with this car.

But actually, in all
honesty, I've always

been in love with
this car and cars like it.

Because the 911's iconic, isn't it?

I had pictures of these kind
of things on my bedroom

wall when I was a kid, but
then so did everybody else.

And that's why today values
have gone through the roof.

But this one, this specific car, the SC
or Super Carrera, actually took quite a

long time to catch up with some of the other
models in terms of that value increase.

It was relatively unloved
for a long period of time.

I find it strange though,
because this is a great car.

Nowadays, an SC in good condition
could cost you over 40 grand,

but Mike paid far less than that
for this unfinished project car.

And for that reason, I'm a
little bit worried about what

I'm going to find when I start
poking around in this one.

But either way, I've got to
get this big Jigsaw puzzle back

together, make this car worthy of
that iconic 911 name once more,

but also turn it into a car
that people are wanting

to get behind the wheel
of every single day.

Now the front wings on
a 911 are pretty exposed.

They take stone chips
from the front and they've

got very little in the way
of protection underneath.

And so they suffer with
rust like this one has.

Now my issue is that
these cost £1600 to replace

them with new ones and
I might need two of them.

I can't afford to do that, so I'm going
to have to carry out some repairs.

But the issue is, it's so heavily
corroded in this area, there's nothing

for me to Gauge exactly what form
the new repair panel should take.

Luckily, the right-hand panel
isn't corroded in the same area.

So I can use that to make a
template using layers of masking tape.

And then simply reverse it to create
the exact shape I need for the left wing.

Right, there's our repair panel and
this is our template, which I'm going

to draw around to get the shape
that I need to cut out of the steel here.

With my template marked out, I can cut
the rough shape out with an angle grinder.

Right, now that I've got my flat two-dimensional repair
panel, I'm going to use the metalworking tools, the

Dolly and planishing hammer, to really turn this into a
nice 3D shape that will eventually go back onto the wing.

Now, if you have a look at
the repair panel, having put

this fold in it, has done
that to the piece of metal.

It's put this curve in it,
and that curve is in entirely

the wrong direction to the
way we actually want it to go.

It should form that sort of shape.

So I'm going to use one of my favourite machines,
this, the Shrinker Stretcher machine, which

is going to shrink this edge and put the correct
curve back in it and make it perfect again.

The top and bottom jaws of the Shrinker grab
the metal, and then when I press down on the

foot lever, they draw it together and crimp it,
gradually giving us the curved edge we need.

All I've got to do now is punch
some holes in so I can tack it in place.

That's the first panel repair done, but
I've got a feeling that was the easy part.

Moving on to the front end of this wing, it's got
quite a lot of damage, quite a lot of stone chips,

quite a lot of filler, and actually quite a few
previous repairs that haven't all been done that well.

I think I'm going to have to replace
this whole section right round here,

definitely up here as well, and
possibly even along that side there.

It's time to make another template, but the
awkward curves around the headlight mean that I'm

going to have to break my repair down into
smaller parts and then Jigsaw the panel together.

I think we could probably
split that one through here.

That can split across there.

Probably this one will come down here.

It's quite a complicated one, this,
you know. It's going to be quite tricky.

I know we're saving £1600 by not buying a new
wing, but this is turning into an enormous

amount of work, and to be worthy of that
car, this has got to be absolutely spot on.

We've bought ourselves a
G-Body Porsche 911 at a bargain

price of £27,000, but it's no
easy doer-upper. It's in pieces.

We're rebuilding it and turning
it into a reliable daily driver.

It's taken me about four
hours, but I've finally finished

fabricating a replacement
panel for the front wing.

Well, it's coming on, but it's been an enormous
amount of work. In fact, so much so that at

times I've actually questioned whether £1600
for a brand new one might have been worth it.

I've cut the old piece out, but as you can
see, it's such a complex shape that there

is no way really I could make a new one
of those out of one piece of metal by hand.

So, I've cut it up into sections,
and the first two pieces are in.

I mean, just look at this one final
piece, how much work is involved

in the multiple different contours
just in that one little section.

However, it's on, it's done, and all I've
got to do now is tack it into position, and

then I can weld it up, grind down the welds,
fill it, and make it look beautiful again.

Once the panel's been welded, I can offer
it up to the car to check it'll do the job.

Ah, yes, look at that. I mean, there's a
long way to go, there's still loads more

work to do with this, but it's starting to
look more like a Porsche again, isn't it?

Now, once I've finished this, the
next job on the list is to get that engine

out and start having a look at
that, but I'm really pleased with this.

To access our 911's
flat-six engine, I first need to

take the back wheels off
and get it up on the ramp.

Flat-six air-cooled engines in
these are pretty much bulletproof, and

I've got to say, when I drove the
car, it felt great out on the road.

But there's no getting away from the fact
it's done 140,000 miles, and at that sort

of mileage, I mean, anything could be going
on inside worn camshafts or timing chains.

It's probably why, in fact, specialists say they should always
have a rebuild around 100,000 miles, and given how easy they

are to drop out the back of these cars, it feels like a no-brainer
to get it out, strip it down, and give it a good inspection.

With the oil drained, anti-roll bar out of
the way, and various wires, pipes, and hoses

disconnected, I can lower the car back down
so the engine's sitting on my hydraulic table.

Okay, just two remaining
engine mount bolts so that I

can lift this car off this
enormous lump of an engine.

There we go, easy as that.

All right, mate.

That was a very large lump of
Porsche rolling across the workshop.

It is.

What's happened to the car?

It's about preventative maintenance, right? So I've taken it out because I
want to give it a full service, and I'm going to give it a proper top-end

rebuild, because if this is going to be a daily driver for somebody, I want to
make sure the engine's got thousands more miles of usable lifespan left in it.

Well, mate, a top-end rebuild in the
Porsche world can make all the difference

between selling the car and not selling
the car, so I'm pleased you're doing it.

But that does mean if you've
got the engine out of the car and

you're pulling that apart, you
don't need the car anymore, do you?

No, not for a while.

Excellent, because I can
go and see a company

that can help me out
with that windscreen.

What, they need the car for
you to fit the windscreen to it?

Do you want to fit the windscreen,
or shall I get them to do it?

No, get them to do it.

Right, I need the car then.

All right, well, listen, you take
the car. I'm going to send the

wings and the bonnet away to be
painted and crack on with the engine.

We're getting there, aren't we?

Nice one.

Nice one, fella.

Do you know what? There's no denying
how happy I am with the purchase of

our Porsche 911, but when I did buy
the car, not everything came with it.

In fact, it was missing an important
part, and that's the windscreen.

But I think it gives me a golden
opportunity to do something really special.

So I'm heading up north to Gateshead to go
and see a company that reckon they can add a

modern element to the windscreen that will
make it much more usable as a daily driver.

Let's find out.

The Porsche has been sent off to Ricky
Evans Motorsports, who's come up with

the neat idea of a heated windscreen
you can retrofit to these classic cars.

They installed the
screens, but it's Tyneside

Safety Glass that they
tasked with making them.

I'm meeting local lad Chris, who's
going to show me how it's done.

Look at this place. This is brilliant.

Wow.

There's my man, Chris. He's up there.

Chris.

Mate, how are you?

How are you, buddy? Good to see you.

Excellent. And you.

This is fantastic, isn't it?

Yeah, fantastic.

Right, I've come to see my


We're just about to get one cut
there now, so let's have a wander up.

Right, so this is the
piece of glass, is it?

It is. So what's happened is the glass has been
brought into the cutting area here, and then we're

going to score the surface of the glass to the
actual shape that the windscreen's going to be.

We can cut multiple
different shapes out to get the

least wastage out of each
individual sheet of glass.

Our windscreen will be
made up of two separate

pieces of glass which
sandwich the heating element.

Once both have been scored
and carefully pressed out, the

next step is to turn the flat
sheets into a curved windscreen.

Right, so this is basically you lay the
glass down, and this is a giant oven.

Yeah.

It goes in there, it
blasts it with heat, and

it melts the glass into
the correct curvature.

It sags onto the actual
bending mould itself.

Okay.

Right, so what's going to happen now, the glass is
taken up, and then it's sent into the furnace, and

it takes approximately one hour, 20 minutes from
that bend going in to that one coming back out again.

Gotcha.

Nice hot place to work this.

It is, yeah.

It's a bit steamy.

Great in the wind there, not
particularly good in the summer.

The furnace cranks up to a
whopping 690 degrees centigrade.

The heat makes the glass sag and
slowly form into the shape of the mould.

So that's the windscreen
there coming out, mate.

Wow, that looks amazing.

Our windscreen is taken out, called off,
and then it's ready for the next stage.

Oh, this all looks a
bit scientific, doesn't it?

What's this about, then?

Right, so this is where we put the
heated element onto the PVB interlayer.

Right.

What is PVB interlayer?

PVB interlayer is polyvinyl butyral
interlayer, and it's what's used to sandwich

those two pieces of glass that we've
just seen being bent on the furnace.

So it's a laminate?

Yeah, it's a plastic product, so
there you go, that's what it is there.

What, this is the bit that
goes between the glass?

That's correct, yep.

Wow, I mean it's opaque,
isn't it, and stretchy, and tough.

That's right.

It needs to be tough to
stop any projectiles coming

through the windscreen
if there's any impact.

Okay, and when this gets
put into the two screens, it goes

through another process, a
bit of science, and it turns clear.

And these guys then
are laying down this,

what, the strip for the
heated element, yeah?

Yeah, yeah.

Once this is placed on, we then
put the glass, the interlayer, onto the

drum, and the wire will be heated
onto the surface of the interlayer.

Right, cool.

The windscreen is rolled
through this enormous drum, which

presses the wire into the PVB
interlayer, fixing it in position.

But that interlay is still
opaque, so there's one more

magic step before we have
a lovely clear windscreen.

What we're going to do now is we
have to create a vacuum in this bag to

de-air the product, and we're going
to do that in the autoclave up here.

What is an autoclave?

An autoclave is a big pressure vessel where pressure,
heat, and vacuum is applied to the windscreens,

and by doing that, that then turns the windscreen
from opaque to a fully cleared windscreen.

Look at the size of that
thing, that's amazing.

The autoclave applies


the screen. The process
is known as lamination.

The air is vacuumed out of the plastic,
whilst at the same time the heat and pressure

bonds to two pieces of glass with the
heated element sandwiched between them.

Right, this is the first time I've
seen it. I can see the heated

element as well running all
the way through. It's really good.

Looks fantastic.
I can't wait to get it in the car.

I'm sure it'll look fantastic.

It's a perfect upgrade for what we need.

Brilliant. Excellent. It's been a pleasure.

Nice one, mate.

Cheers.

The new windscreen cost us just £239,
and all that's left to do is to get Ricky's

boys to carefully install and wire up the
windscreen before it can come back to Elvis.

While I wait for the
return of our Porsche, I've

still got an engine that
needs my attention.

I've stripped all the ancillary parts and the
gearbox, exhaust, everything off this engine

already, but I've already found a problem on
the first cylinder head that I've removed.

One of the four cylinder head
studs has fractured halfway down

and the top has snapped off. I
can probably rectify that myself.

My biggest worry is, as I find more
of these, which I almost certainly

will, they can shear all the way
down at the base at the block itself.

And if that happens, the
only way to fix it is to strip

this completely and send
it away to a machine shop.

We've taken on the challenge of
turning this 1980s G-body Porsche


car into a reliable daily driver.

Whilst giving the flat-six engine
a top-end rebuild, I discovered

several head studs had sheared
and lodged inside the block.

Now, having sent the block away to a
specialist, they've managed to get all of the

remaining studs out, some of which were
actually broken, but it only cost me £80.

And whilst that was away, I've actually
stripped and serviced the heads and checked

the valves, valve guides, and I've got
to say, they're all in great condition too.

So it's nowhere near as
bad as I thought it could be.

What it has proven to me is that I think
it's well worth upgrading these studs.

Now, these are not cheap.
They're £50 each and there's a lot of them.

However, they're now made of steel, plus
they have this crucial plastic coating on

the outside, and it's the plastic coating
that actually gives us the biggest benefit.

That equalises the
thermal expansion rate

between the stud itself
and the alloy block.

That means that the two items heat up and
cool down at a very similar rate, which means

it puts a lot less stress on these, and that
means they're a lot less likely to break.

All I need to do is get
all of these back in, get

the heads built up, and
then get it back in the car.

Once I'm happy everything's
sitting perfectly, I can carry on.

The next part of the rebuild is to
check the camshaft for wear and tear.

The good news is, having
inspected both camshafts,

they're actually both
in great condition.

There's no signs of excessive
wear, there's no discolouration

from overheating, so all I've
got to do is throw them back in.

The heads are torqued to 35Nm.

Now I can move on to my next check.

Once the engine's out, particularly a
high mileage engine like ours, it kind of

makes sense to change things like the timing
chain, the guides, and the tensioners.

Now a chain has a much longer lifespan
than a more traditional timing belt,

however we have done 140,000 miles,
and they do become slack over time.

The guides wear away, the tensioners
become slack, and gradually this will

rattle around, getting noisy, and eventually
could even break if left unchecked.

For a princely summer 400 pounds, it may
not be cheap, but I think it's worth doing.

So at this point I've loosely assembled
the timing chain and cam sprocket,

because I'm going to need to adjust those
when it comes to timing up the engine.

Once I've rebuilt the
other side of the engine,

I've got to time up the
crankshaft and the camshaft.

If they're not completely in
sync with each other, the internal

components can collide,
destroying the engine entirely.

The first thing I need
to do is find out what

position the camshaft is
in using this DTI Gauge.

Dial test indicator, or DTI Gauge, goes into
cylinder number one and measures the height

of the inlet valve spring, and that in
turn tells me the position of the camshaft.

Right, so I'm zeroing the DTI Gauge at
top dead centre, and then I'm going to go

one full revolution on the crankshaft,
until the inlet valve begins to open again.

Now we're just round to the top, I can see
the DTI Gauge moving again. There we go.

So now I'm turning the crankshaft pulley until the little
Mark labelled Z1 lines up perfectly with the centre of

the crankcase, and that means I know that my crankshaft
is in the perfect position in relation to my camshaft.

Almost there, just got to use these special tools
together with my torque wrench to torque up this

camshaft bolt, and that'll be an engine that's
rebuilt and has many more reliable miles left in it.

The Porsche is back at the
garage, so Elvis can finally

get the engine and the
passion interior back in.

Hey up fella!

Oh yes, it's starting to come up nicely
isn't it? Well the Porsche's back, heated

windscreen's in, so that means it's a proper
daily driver, it will demist immediately.

Perfect, nice one mate. You're
going to see a nice little present

in the frunk for you. Set of
discs and brakes for the car.

Nice, well done. And I can then get
the engine back in because that's good to

go, and then we're kind of ready to hit
the open road aren't we? On that subject.

Got any ideas where we should take it?

Well I know through experience a Porsche 911 is
going to be epic, so we need to take it somewhere

that's really epic. And does it get any more epic
than some of the great driving roads up in Scotland?

No, there are some
epic roads up there yeah,

and it's cold so we can
test that heated screen.

Of course yes we can. What I'll do is I'll get Harry to
trailer the car up there because it's going to be mint

and I don't want to put any miles on it, but I promise
that'll be the last time it sees the back of a trailer.

Yeah right, fair enough.

Now that Mike's brought our Porsche back with
its lovely new windscreen, it gives me the

chance to do another very important job on this
car, and that's to take a look at the brakes.

Whilst they felt okay when I drove it, I wouldn't
be too comfortable putting a car like this back onto

the road for someone else to use without giving it
a proper overhaul after it's been sat for so long.

And it also gives me the chance
to give it a full upgrade too, and

that's something that should
make this car a better daily driver.

Now the very first job is going
to be to get the old caliper and

disc off the car, but before I can
get going I've spotted a problem.

The union on the hard line, the
parts of the brake pipe that goes from

the flexible hose here into the
caliper is completely rounded off.

I mean someone's had a go at that in
the past, I don't know how they've got

that done up, but there's no way I'm
going to be able to get that undone.

I mean given that it's a very short piece
of pipe and I can easily make a new one,

I think the quickest way to get that
caliper off is just going to be to cut it.

With the dodgy pipe
snipped off, I can get the

caliper and the brake disc
off and over to the bench.

With 70% of the car's
braking done at the front end,

that's where I'm going to
put the upgrade onto this car.

Now better brakes typically
means bigger discs, you get a bigger

surface area to enable that
clamping force to slow down the car.

I want to keep our car's
expensive Foush alloys, but

I can still go an inch
bigger with the new discs.

They're 12 inch discs here, now they're still
vented like the original ones, but these have got

grooves in as well which give an extra biting
point and help to manage heat dissipation as well.

They've got that larger surface area, they've
also got a separate floating aluminium disc bell

in the middle and that's really important for
dissipating heat under the heavy braking forces.

If that heat build-up transfers too
quickly into the hub, it can start to

negatively impact the wheel bearings and
so this has a really important job to do.

The new brake disc simply
bolts onto the hub and

then I can get the whole
unit back onto the car.

Right, now that we've got much
bigger discs on the car, we can

also afford to put nice big calipers
and brake pads on there too.

If I bring in the old ones, you can see
just how much of a difference there is.

First of all in size, the pads themselves
on the old ones are small with just one

piston behind each pad, whereas these,
these are six pot calipers or six pistons.

Now each of those pistons is acting
on one of these, a much bigger brake

pad, spreading that clamping force
over a much bigger surface area.

Now, even though it's much, much bigger, the
new one is way lighter than the original caliper

because this one's cast out of steel whereas
this one is machined from billet aluminium.

So as well as giving us
improved braking performance,

it's also helping with the
overall mass of the car too.

There we go. Don't they look good?

Now the only thing I've got left to do on this side
is to make up some new hard brake pipes to connect the

whole lot up and I want to service the brakes at the rear
just to make sure that I'm comfortable with them too.

But overall, I'm really
pleased with this kit. It's going

to look great and should
really improve the car as well.

The brakes are my last mechanical job,
so now I can start to reassemble the car.

I've had the bonnet and my fabricated
front panels resprayed and I've

given the seats and carpets a deep
clean because they are a bit special.

This is Porsche's Pasha
interior and no one seems

quite sure where the design
or the name came from.

Some say it was inspired by the
camouflage dazzle ships of the First

World w*r, others say it was
named after a Mediterranean butterfly.

Perhaps more likely though, it's
a nod to this brand's motorsport

heritage and it's based on that
checkered flag waved at the end of a race.

Either way, although it's not to
everyone's taste, it is rare and that

means it adds inherent value to
the car, so I've just got to get it in.

The seats just clip into position, then
I've just got to do a few final checks.

Oh, it's so annoying. Just when I
thought I was almost there putting this car

back together, I've got one of those
horrible, annoying, niggly little issues.

Every time I put the
headlights on, it stays on

full beam and I can't
turn it off. It's stuck.

Now it's not hugely uncommon on
these older cars and it's actually not that

complicated a fix, but I've got to
get all of this stuff apart to get to it.

Being an 80s car, thankfully
I don't have a tricky airbag to

negotiate, so the steering wheel
just unbolts from the column.

Then it's just undoing
a couple of tiny screws

before I can get to
the indicator store.

Okay, there are three plates inside this switch
which make contact with each other depending on what

state or what position the lever is on the side of
the steering column that operates your high beam.

Now over time they can deform and make contact
basically when they shouldn't, completing the

circuit meaning that high beam is permanently
on and that's exactly what's happened here.

So just by tweaking that bottom
plate, bending the metal a tiny amount,

I've separated them and then when we
activate high beam, they make contact.

All that's left is to clip the
front bumper back on and

that famous Porsche
silhouette is back in all its glory.

Perfect.

Mike found us a cut-price G-Body


It's covered in dirt,
but I think underneath

all of this there's a
good car, isn't there?

I had to make a few mechanical upgrades.

Bigger discs, bigger calipers and
pads. I'm really pleased with this

kit. It's going to look great and
should really improve the car as well.

And try to restore its
signature silhouette.

Ah yes, look at that. It's starting to
look more like a Porsche again, isn't it?

Whilst Mike added a
nice modern touch to turn it

from a classic car into
a reliable daily driver.

Looks fantastic.
It's a perfect upgrade for what we need.

The road to recovery has been a long
one and has landed us up here in Scotland.

And now I can't wait to
show Mike the massive

transformation our
Porsche's undergone.

We're at our hotel
awaiting Harry's arrival.

There he is.

That looks fantastic, doesn't it?

Yeah, amazing.

Wow, that looks like he's just
stepped out of the showroom.

Isn't it good?

What do you reckon?

I just can't believe it. I
mean we've come such a long

way. I mean it came to us
basically in bits and in boxes.

And now look at it.
That is one sexy looking 911 SE, isn't it?

I always knew it was going to
look like this when it was finished.

But I can see you've come
a long way to get it finished

because these wings, they
were rotten, weren't they?

Mate, there was an enormous
amount of work, honestly, to

get those back to a good state
and get them back on the car.

But it was so worth it.

Yeah, with the wings looking
as good as they do and tied in

with the rest of the paintwork,
which is cleaned up lovely.

Right, I don't know how to contain
my excitement over this interior.

Have a look at this.
Hasn't it cleaned up well? Look at that.

That is just epic. I absolutely
love it. Right, well out

there somewhere are some
belting roads. Can I first drive?

Go on and get in, mate.

So how much is this incredible
transformation of our Porsche 911 cost us?

I got the car for a bargain
price of just 27 grand.

Elvis's front wing
fabrication and paint job was


and wiring loom 360.

The top end rebuild and
engine replacement parts

were 1,780 and the
brake upgrade was 2,500,

which means the Porsche
owes us a total of 32,290

pounds, which for a
G-Body 911 SC isn't half bad.

I just hope it drives as good as it looks.

Tell me how it feels.
Sat right there. How does it feel?

Hey, I'll tell you what. You
have transported me into my

happy place. It doesn't get
much better than this for me.

Look at where we are.

This car is absolutely fantastic. First
time I've driven it. Listen to that engine.

That's sick.

Look at that.

Oh, it's just... Elvis is proper.
This is me in my happy place.

I can tell, mate, yeah. I mean,
look, that engine just reaches

the red line with total ease
and it sounds so good, doesn't it?

It sounds fantastic and
it's the bit about these cars I

really love because they're
not monumental horsepower.

It's only about 190, 195
horsepower. It would have lost a few

over the years as well and it
shouldn't really work, should it?

There's a quarter of a ton of
weight hanging out over the rear axle.

Everything's wrong about it.

Everything's wrong but there's something
just amazing. The engine pushes you along.

You can feel it pushing you up this little
steep hill here which makes the steering

a bit more intuitive and you know
exactly where it's going to go on the road.

You can feel it underneath
you working this car

and that's why I absolutely
love a Porsche 911.

To wrap all that up in the
feeling of this particular car

with this passionate interior,
I'm so in love with this car.

It's insane how much I love it.
Heated screen.

Yeah, that's working a treat, isn't it?

It's working wonderful, isn't it?

And it's those little details, mate,
that will make this usable for somebody.

But have we ripped the soul out of the car
or have we created a proper driver's car?

Well, look, I'm hoping we've got a car
that someone can use every single day

for their daily commute, get some pleasure
and enjoyment out of it all the time.

But when they want to, can take it
to roads like this and properly go for

it. I'll tell you what, I'd love to get
behind the wheel and have a go.

Well, I was just thinking, look
at these mountains around us.

Yes, please.

Why don't we have a little
swap-a-roonie and you go and take on the

mountains and let's see if we've
got a daily driver driver's car?

Yeah, I'd love to do that.

Like the sound of that?

Yeah, a bit of that.

Right then, fella, this is really
your first time you've driven this

car properly. Last time you had a
pair of goggles on and no wings.

Yeah, it's a lot less windy.

I want your first impression.

Oh, look, that's my first impression, man.
This is unbelievable.

You know, when you bought this
car and when I first drove it, when

it was half built, you could
already tell it had the great basis.

And although you can use
this as a daily driver, it's still

a sports car. It still feels
like a proper out-and-out 911.

And you know, roads like this,
look, it's like a fluttering ribbon,

isn't it? Just finding its way
through these beautiful mountains.

This car is perfect for
these roads and it feels

incredible. It's got the power,
it's got the performance.

It handles really well. I
mean, the brakes are great

when it comes to these
big stops into the corners.

It sounds incredible.

Just drive the brakes, drive
the brakes. They're good, aren't

they? Look at that, and you
needed to use them, didn't you?

Yeah, amazing. Mate, I love this car.
I absolutely love it.

I want to keep it. It has to be sold.

I know, so what do you think?
I mean, first of all, who's going

to buy it and how much do you
think we're going to sell it for?

Well, the person who's
going to buy it is us,

aren't they? They're
going to be the same as us.

They're going to be that person
that wants to buy a classic sports

car but wants to use it every
day and is not frightened to use it.

I think you're right.

Yes, and I was thinking
of asking 35 grand for it.

Mate, it's a very fair price.

It's a bargain.
It's a lot of car for 35 grand.

It's an absolute bargain for 35 grand and I
think whoever buys this car, if they drive

it every day and they look after it, it's
the same as putting money under the mattress.

They're never going to
lose money out of it, they're

just going to make money
out of it if they look after it.

Happy with that? Absolutely.

Right, so don't break it because I've got
to sell it, so just drive it carefully now.

Well, I always knew it was going to happen.

Once you advertise one of the country's
cheapest Porsche 911s with a Pasha

interior looking like that online, of
course, the phone is going to blow up.

So much so, it started off at £35,000 and
during the bidding w*r, it's ended up at

£36,000 and this young man behind me, Brendan,
wants to add a Porsche to his collection.

So that's the price.
Let's see if he's ready to do a deal.

So how do you do, Brendan?
How do you do, Mike?

Yeah, good mate. What do you think?

Yeah, it's really nice.
Did you like the way it drove?

Oh, it was unbelievable.
Just what I'm after.

Perfect. It's really nice.
Elvis has done some great work to it.

Yeah. What do you think of the interior?

It's the one to have, for sure.

It is, isn't it? Absolutely.

It is. If you were to say
to a car mad little kid,

draw me a Porsche, this is
the car he's going to draw.

With the wild tale of
the foosh wheels in red.

Well, mate, as you
know, it started off life at

£35,000 and because of
the interest, it's now £36,000.

Do you want to stick it in your collection?

At £36,000?

Yeah.

I'll have it at £36,000.

You've bought yourself a cracking 911.
Well done, Brendan.

Cheers.

You made a lot of
people very, very jealous.

Now, remember how this car came to us.
It was absolutely in bits.

But with some clever engineering work
from Elvis and some great fabrication.

and some great
Wheeler-dealing from me, getting

a great car at a great
price in the first place,

and this heated front screen,
which you need on a day like

this, we managed to sell the
car and we generated a profit.

If you want to see more iconic cars like
this being turned around by me and Elvis,

then join us again soon on Wheeler Dealers.

Ta-la.